Clutch control means



June 20, 1939. 5 BUSH 2,163,021

CLUTCH CONTROL MEANS Original Filed July 9, 1934 5 sheets-sheet v INVENTOR. El/G-[NE 5. Bus/1 ATTOR EY June 20, 1939. E. s. BUSH CLUTCH CONTROL MEANS Original Filed July 9, 1934 5 S eets-Sheet 2 INVENTOR. U@E/V 5. B 05H ATTO EY June 20, 1939. s BUSH 2,163,021

CLUTCH CONTROL MEANS Original Filed July 9, 1934 5 -s t 3 4; m4 2% J fi /& W20 36 4 I74 I I". 34 w 46 zxfi 45 74 29 a7 22 w 4M INVENTOR. j EUGENE 5. Busy A TTORNE June 20, 1939. E. s. BUSH 2,163,021

CLUTCH CONTROL MEANS Original Filed July 9, 1934 5 Sheets-Sheet 4 H? MW ATTORNEY June 20, 1939. E 5 B 2,163,021

CLUTCH CONTROL MEANS Original Filed July 9, 1934 Sheets-Sheet 5 INVENTOR.

5/ 60 w 5? By NE 5. Bus

A TTORNEY.

Patented June 20, 1939 CLUTCH CONTROL MEANS Eugene S. Bush, St. Louis, Mo., assignor to Bush Manufacturing Company, St. Louis, Mo., a corporation of Missouri Original application July 9, 1934, Serial No.. 734,328. Divided and this application March 10, 1937, Serial No. 130,034

13 Claims.

This invention relates to improvements in clutch control means, and more particularly to an improved electro-mechanical control mechanism for clutches, enabling the coordination of 5 control thereof with the control of operatively associated mechanism, as the motor and transmission of an automotive vehicle. This application is a division of my copending application filed July 9, 1934, and bearing Serial No. 734,328 issued as Letters Patent 2,085,789, dated July 6, 1937. The subject matter disclosed and claimed herein is structurally related to that of my copending application, Serial No. 130,033, filed March 10, 1937.

The major object of the present invention is attained in an improved clutch control mechanism of electro-mechanical type, whereby it is possible through electrically energized means to operate either the clutch alone, or coordinately 20 therewith, a clutch, transmission, and engine throttle, through manipulation of a single manual control member.

Another object of the invention is attained in the provision of an improved manual control assembly coordinated with an electric control system, whereby in an automobile for example, there is attained an appropriate automatic sequence of clutch-actuating control movements, in relation to other usual automotive control operations.

A still further object of the invention is attained in an improved clutch operator and clutch assembly, all elements of which are designed to simplify parts and operation, and which is particularly adapted for the electromagnetic actuation provided by the improved operating device constituting a feature of the invention.

Further objects and advantages of the invention will appear from the following detailed description of a presently preferred embodiment 40 thereof, and from the accompanying drawings,

in which:

Fig. l is a diagrammatic side elevation, showing a manner of operatively connecting the assembly to the throttle of an internal combustion engine; Fig. 2 is a vertical, longitudinal, sectional elevation of a clutch and transmission to which the present invention is applied; Fig. 3 is a vertical, longitudinal, sectional elevation, showing a preferred arrangement of electrical control mechanism, Fig. 3 being taken along line 3-3 of Fig. 4; Figs. 4, 5 and 6 are transverse, vertical sections as viewed along lines l-l, 5-5 and 6-6, respectively, of Fig. 2; Fig. 7 is an enlarged, horizontal sectional view of a form of a circuit breaking device, as taken along line 1| of Fig. 2;

Fig. 8 is a sectional view of a presently preferred form of manual control switch and throttle control assembly, the view being taken along line 8-8 of Fig. 9; Fig. 9 is a vertical section as viewed along line 9-9 of Fig. 8; Fig. 10 is a sectional view through one of the switch units, as taken along line Ill-l of Fig. 9; Fig. 11 is a sectional elevation of the switch unit of Fig. 10, as viewed along line H-ll of Fig. 10; Figs. 12 and 13 are sectional elevations of the throttle control elements, these views being taken along lines I2-i2 and l3|3, respectively, of Fig. 9;- Fig. 14 is a section through another of the switch units, as viewed along line |4-|4 of Fig. 9; Fig. 15 is a wiring diagram showing the connection of the several switches, circuit breaker and solenoids, and Fig. 16 is a section taken along line Iii-I6 of Fig. 8.

The transmission and clutch assembly shown in Fig. 2 constitutes, apart from combinations presently disclosed and claimed, no part of the present invention, but is described and claimed in my Patent No. 1,947,033 issued February 13, 1934. It may be noted for purposes of the present description that connection is made to a drive shaft of an engine or other prime mover, through a flanged hub 6, extended to form an element 1 of a friction clutch assembly. Companion plates or discs of the clutch are indicated at 8 and 9, the clutch being engageable and disengageable through a plurality of radially movable plungers, some of which, indicated at In, are provided with hinged inner ends II, and others, such as plungers I2, being of relatively rigid construction, and somewhat less in length than the plungers I0. Clutch elements 'I and 9 are biased apart as by springs l3, and the plungers are biased inwardly toward clutch-disengaging position as by springs M. The clutch actuating assembly is carried internally of a housing I5, mounted on a hollow rotatable power shaft' i5, and extending within the transmission case IT. The clutch and clutch-actuating mechanism are preferably enclosed by a housing l8 suitably secured to the engine frame and the transmission .case l'l.

The speed-change gearing of the transmission presently illustrated is identified with a plurality of aligned, spaced, centrally hollow gears i9, 20, 2| and 22, these gears being so assembled as to form a continuous passage or bore therethrough, for a purpose hereinafter appearing. Carried by a countershaft 23 are a plurality of gears 24, 25, 26 and 21, each of gears 24 through 21 being secured to the shaft 23, and the gears 24 through 26 meshing respectively with gears numbered i9 through 2|. The gear 21 constitutes a .reverse driving gear, and operates through an idler 29 to actuate the gear 22 as appears in Fig. 2. I The power take-off shaft, or driven element which may serve as a connection to the propeller shaft of an automotive vehicle, is indicated at 29, and is provided throughout its forward end with a longitudinal bore 3|! in which there is dis- 19 pmd for endwise movement, a combined transmission and clutch-controlling shaft, and shiftable power member indicated at 3|. The shaft 3| is provided with an externally splined head 32, the splines thereof engaging corresponding inter- 1| nal splines 33 within and along the bore 30 of shaft 23. By this provision, even though the shaft 3| is moved endwise for speed change control, as hereinafter appears, this shaft is always kept in rotative, operative connection with the I! propeller shaft 29.

As a means for effecting endwise movements of the shaft 3| for purposes of coordinated control of the clutch and speed-change elements of the transmission, as hereinafter described, there 'I is employed an arrangement shown in Figs. 2

and 5 as consisting of a transverse pin 34, projecting through the splined head 32 of the shaft 3|, thence through diametrally opposed slots 35 in the hollow portion of shaft 29, and outwardly I to terminate in a rotating collar 36. The collar 39 is surrounded by a circular non-rotatable collar 31 adapted for longitudinal movement by means hereinafter described. The arrangement is such that, as the collar 31 is moved endwise, 1| there results an endwise movement of shaft 3|.

The shaft 3| is provided with a driving head 38 characterized by a plurality of radial abutments or projections 39 which serve, when the driving head is brought to a position within one of the gears I9, 20, 2| or 22, to be engaged by spaced spring-pressed pawls 40, there being preferably at least a pair of such pawls within each of the gears |922, and the arrangement being such" that the driving head 39 may be freely moved through or 4' into any of the gears |922, due to outward or radial displacement of the pawls and abutments 33. The arrangement is further such that when the head 33 is positioned in driving engagement with the center pockets in any one of the gears I9-22, the abutments 39 and pawls 40 coactto establish a driving connection between the selected gear and the shaft 3|.

The shaft 3| serves also the purpose of actuating the friction clutch plates 1, 8 and 9 coordiu nately with, and preferably in sequence with the establishment of the several operative connections with the gears l9-22. Clutch actuation is effected through a series of cams or nodes 4|, spaced along the left hand end (Fig. 2) of shaft .0 3|, their spacing being proportioned to the spacing between centers of the gears |9--22. The relation between the cams 4| and gear-engaging head 39 is preferably such that as shaft 3| is moved to the left (Fig. 2), the head 39 serves as to bring one of the gears |922 into driving engagement with the shaft, slightly in advance of engagement of the friction clutch. This clutch actuation is eifected, as will appear from the drawing, by outward radial movement of one 70 group of plungers, such as It, responsively to movement of one of the cams 4|, into the plane of the plungers.

It will appear from the foregoing that a longitudinal movement of the collar 31 serves to ef- 18 feet both a full transmission control, consisting of the several predetermined speed-change settings, and serves also to effect, coordinately but sequentially therewith, a series of clutch-engaging and -disengaging movements.

Due to the resilient mounting of the pawls ll, the driving head 39 is free to move without obstruction to its control movement, into or through a the gears IQ-22. As before noted, a plurality of the clutch-actuating plungers II are provided with hinged inner ends N, there being also pro- 10 vided a separate group or set of plungers l2, somewhat shorter in length than the plungers Hi. It will appear that the endmost clutch cam 4| is also of greater diameter than those disposed inwardly of the ends of shaft 3|, with the result that only the larger clutch cam actuates the shortest plungers such as l2, and that this takes place only when the shaft II is positioned to bring the driving head 33 into driven engagement with the reverse gear 22. In the forward speed positions, due to the hinged innerends ll of plungers ID, the smaller clutch heads or cams 4| actuate the plungers I0, and hence the clutch, in sequence, only as the shaft 3| is moved to the left (Fig. 2) as in proceeding from the lower, to and through the higher gear ratios. Upon the reverse movement of shaft 3|, the hinged inner ends ll of plungers M are deflected laterally, to the right, and thus the clutch is not engaged sequentially during movement of the shaft 3| from higher to lower gear ratios.

There is provided within the transmission housing, paired solenoid assemblies and 46, each of which is shown as mounted at one end in a bearing bracket 41, the bracket also serving to carry hollow gears 20 and 2|. The opposite ends of the solenoid assemblies are secured in bearing bracket 48 which forms a bearing support for the hollow gear 22, one end of shaft 23, and an end of gear shaft 23. The bearing bracket 43 is so constructed as to retain all lubricant in the gear compartment of the case. The solenoid units of assembly 45 include hollow elements 50, 5|, 52 and 53 (Fig. 3) which are surrounded on their outer periphery by suitable magnet windings or coils, and are suitably insulated from each other by insulating material 54, and are enclosed, except for end 55, by a case 56, this case 56 being suitably secured to bearing bracket 43. As will appear, the mounting of the magnet assemblies facilitates their detachment and replacement if desired for purposes of access and service. It will be seen from Fig. 3 that, due to the use of hollow magnets, there results a passage 51, which is, by preference, open at one end, and which extends through the several magnets. Positioned for longitudinal movement in passage 51 is a magnet core or armature 53 having a reduced extension 59 projecting out of passage 51. The core extension 53 is mounted in or secured to a projecting arm 60 of the non-rotatable collar 31, and has a limited endwise movement relative to arm 60, as determined by a compression spring 6| and nut 62 on one side of arm 63, and an abutment i3 55 on the opposite side.

It will be seen from the foregoing description that, as a sequential energization of the magnets is effected, the core 53 will be drawn along the passage 51, and since the core is connected to collar 31 by extension and arm 30, such actuation of the core will move the collar along the shaft 29. Moreover, as the collar is connected to shaft 3|, there will be a corresponding movement of driving head It and clutch operating cams 4 7 The purpose of the lost motion arrangement loadv of speed change and clutch operation. A

guide rod 64 projecting through a longitudinal opening in the core 58 and extension 59, with its ends secured in the bearing brackets 58 and case end wall, is provided as a guiding means for centering the core in the magnets.

The spacing of the magnets in the assemblies 45 is such that when one magnet is energized to draw the core 58 into the magnet, the resulting movement of the shaft 3| first brings the driving head 38 into engagement with a pre-selected gear, and then effects an engaging actuation of the clutch. For example, when magnet 52 is energized, drawing the core into it, there is a proportionate or corresponding movement of driving head 38 to bring the driving head into engagement with gear 2| thus efiecting a low driven speed of shaft 29, this relation of parts being illustrated in Figs. 2 and 3. Upon energization of magnet 5|, drawing the core to the left, Fig. 3, there is a movement of driving head 38 and cams 4| to the left, Fig. 2, the driving head 38 being moved out of gear 2| and into driving relation with gear 20, and at the same time the arrangement of cams 4| causes, in sequence, disengaging and engaging operations of the clutch. This relation of parts now effects a second or intermediate speed of the driven shaft. Upon energizing magnet 50, the resulting movement of shaft 3| will bring driving head 38 into driving relation with gear I9, thus effecting a direct drive or high speed of the driven shaft. When it is desired to eil'ect a reversing drive through the transmission assembly, the reverse magnet 53 is energized, the driving head 38 being moved into engagement with gear 22, from which, due to the provision of idler gear 28, there results a reverse movement of driven shaft 29.

It will beseen from the foregoing that, as the magnets 52, 5| and 50 are energized in sequence, there will result a series of speed change movements. The construction of the solenoid assembly 46 is much the same as the units 45, except as to the number and position of the magnets. The hollow elements 85, 88 and 81 are surrounded by magnet coils or windings which are insulated by suitable insulating material 88, and which are enclosed except at end 89, by casing I0. The assembly 48 is mounted in bearing brackets 41 and 48, after the manner of the assembly of units 45.

Magnet core or armature 1| is positioned to move in passage 12, and has an extension 13 mounted in arm 14 of collar 31. A compression spring is positioned between arm 14 and an abutment 15 on extension 13, a nut 16 being provided on the opposite side of arm 14 to hold the parts in assembled relation. The spring allows a slight lost motion of extension 13 in arm 14, so that the magnet core 1|, upon energization of one of the coils, will move a short distance into the magnet before it takes the full load of shifting the shaft 3| and associated parts. i It will be seen that upon energization of a magnet, the magnet core 1| will be drawn toward and into the magnet, thereby effecting endwise movement of the collar 31, shaft 3|, driving head 38, and clutch operating cams 4|.

Magnets 65, 68 and 61 are so positioned and spaced that upon energization of any one of them to receive the core in its intended position, the driving head 38 will be brought into a. neutral space between the pawls 40 of the adjacent gears. Thus when magnet 81 is energized to draw core 1| into it, the driving head 38 is moved to a position between the pawls of gears 2| and 22, thus effecting a neutral or free running position between low speed and reverse positions of the "drivinghead. Energizing magnet 68 brings the driving head 38 into 'a'neutral or free running position between thepawls of gears 20 and 2|, or between second or intermediate speed and low speed. Upon energizing magnet. '85, the driving head 38 is brought into a neutral or free running position between gears I9 and 20, or between high and second speeds.

It will be seen from the foregoing that the solenoid units of assembly 45 are adapted for effecting driving relation between pre-selected gears of the transmission, while the axially staggered relation of units of assembly 46 results in successively eifecting neutral positions of the driving head 38. g

Proceeding now to a description of the throttle control and the switching mechanism for selectively energizing the solenoids, there is secured to a support 80, which may consist of a floor board of an automobile, a casing which consists of side plates 8| and 82 and a cover 83, the side plates being secured to the floor board as by bolts 84. Journalled in the side plates 8| and 82 is a shaft 85, on which is mounted as by a key 86, a gear 81, the teeth of gear 81 meshing with a toothed rack 88. The rack 88 is carried by an extension 89 of a pedal 90, and braced by a member 9 I, which may also be a part of the pedal. The pedal 90 is pivoted on a pin 92 carried by a member 93, the member 93 being suitably secured to the floor board 80, It will be seen that the pivot point is so positioned longitudinally of the foot pedal that when a downward pressure is applied to the forward portion of the pedal, the gear 81 will be rotated in a clockwise direction, (Fig. 8), and that when a downward pressure is applied to the heel or rear portion of the pedal, the gear will be rotated in an anti-clockwise direction.

Mounted on the side plate 82 is a switch mechanism which controls the operation of the solenoid units of assembly 45. This switch mechanism comprises a body portion 94, preferably of in sulating material, and is secured to the side plate 82 by bolts 95, the body portion 94 being provided with recesses 98 to receive metal cups 91 (Fig. 10). Mounted in cups 91 are switch elements or plungers 98, 99 and I00. the outer ends of the plungers projecting into apertures IOI in the body portion 94, and the opposite or inner ends terminating in button portions I02. There are provided in the cups 91 compression springs I02, which urge the switch elements or plungers 98, 99 and I00 inwardly, and into switch open position, as will hereinafter appear.

Projecting into the apertures IOI from the outer periphery of the body portion 94 are switch contacts or plungers I04, I05 and I06, these plungers being urged inward.y by fiat springs I01 secured to the body 94. Conductors I08, I09 and I I9 serve to connect the plungers I04. I05 and I06, respectively, to the coils or windings of the magnets 50, 5| and 52 respectively, of the solenoid assembly 45, as will be more fully hereinafter described. A lead or conductor I I I, from a suitable source of electrical energy, such as a battery, is connected to the individual cups 91 through metal strips 2, one of the strips being extended to form a contact button II3. A companion button II4 (Fig. 11) is extended through the body portion 84 to receive a conductor or conduit II5, this conduit II5 being connected to the coil of the reverse magnet 53 of solenoid assembly 45.

Located within the body portion 94, and secured to the shaft 85 as by a key H8, is a cylindrical collar or switch rotor I I1,preferably formed of insulating material, this collar II1 serving to carry a spring pressed pawl I I8, urged outwardly or into operative position as by a spring II9. It will be seen that as the shaft 85 is rotated in a clockwise direction. as a result of a downward pressure on the forward portion of foot pedal 98, the pawl II8, carried by collar II1, will, in the proper sequence, strike button portions I82 of switch elements I88, 99 and 98, urging these elements outwardly to contact with switch contacts or plungers I88, I85 and I84, respectively. Normally, the switch plungers I88, 99 and 98 are held out of switch engaging position by the inward pressure of springs I83. It will also be seen that, as shaft 85 and collar I I1 are rotated in the opposite or anti-clockwise direction, the pawl I I8 will swing against the spring as it passes over the plunger buttons I82, thus allowing the switch elements to remain in open position, and as the collar is further rotated, the metal pawl II8 will bridge contact buttons H3 and H4 (Fig. 11) to eii'ect a closed circuit to the core of the reverse magnet 53.

Secured to the plate 8I as by bolts I28, is a switch structure comprising a body portion or switch housing I2I, preferably of. insulating material, the housing serving to receive cups I22 which are suitably connected to a source of electrical supply, as by a conductor I23 and metal strips I24. Carried in cups I22 are contact plungers I25, I28 and I21. The inner ends of the plungers terminate in button portions I28, and the outer ends project into apertures I29, springs I 38 being provided to urge the plungers inwardly. Projecting into the apertures I29 from the periphery of the body portion I2I, are springpressed switch plungers I3I, I32 and I33, from which connection is made, as by conductors I34, I35 and I38, respectively, to the coils of the magnets 85, 88 and 81, respectively, of the solenoid assembly 48.

Located within the body portion I2I is a collar or switch rotor I31 secured to the shaft 85 as by a key I38, this collar carrying a spring-pressed pawl I39 urged outwardly by a spring I48. It will be seen that as the shaft 85 and collar I31 are rotated in an anti-clockwise direction, the pawl I39 will strike the button portions I28, and in sequence will force the plungers I25, I28 and I21 outwardly into switch closing relation to the spring-pressed plungers I3I, I32 and I33, respectively, thus eifecting, at the proper moments, energization of the coils of the magnets 85, 88 and 81, respectively, of solenoid assembly 48.

Suitably secured to the shaft 85, and located on opposite sides of gear 81, are throttle control cams I43 and I44, the cam I43 controlling the engine speed when the transmission is in reverse position, and the cam I 44 controlling the engine speed when operating in a forward motion, as hereinafter explained The cams I43 and I44 control the engine speed through cam follower levers I45 and I48, respectively,these levers being secured to a shaft I41 which is suitably journalied in the side plates 8I and 82. Mounted in apertures in the lower ends of the levers I45 and I48 is a tie-piece I48 to which is secured a throttle control rod I48, in turn suitably connected to an engine speed control device, for example, the throttle of a suitable carburetor (Fig. 1). Located below the pivot I41, and carried by thelevers I45 and I48, is a cross rod I58 which receives one end of a tension spring I5I, (Fig. 12) the opposite end of spring I5I being secured to a stationary member I52 carried by the casing cover 83. This spring tends to maintain the cam followers in contact with the. cams.

Mounted on the upper portion of the follower lever I48, as by pivot pin I53 (Fig. 12), is a follower arm I54, as illustrated in Fig. 12. This arm I54 is urged outwardly toward a stop I55, by a torsion spring"-i58. The follower arm I54 is adapted to be engaged and moved to the left (Fig. 12), by camming surfaces I51, I58 and I59, on the cam I44, when the cam is rotated in a clockwise direction, but when the shaft and cam I44 are rotated in an anti-clockwise direction, the follower arm I54 will move inwardly about its pivot I53 so as not to cause displacement of the lever I48, and thus under these conditions, not affecting the speed of the engine.

The cam follower arm I45 is provided with a cam follower portion I88 which rides on the surface of cam I43, this cam including a nose or camming portion I8I which when the shaft and cam are rotated in an anti-clockwise direction, will urge the follower lever I45 to the left, Fig. 13.

It will be observed that spring I5I (Fig. 12) will serve to bias the arm I45 and hence follower I88 into engagement with cam I43 in the same manner that this spring influences the arm I48. The cam I43, particularly the nose I8I, is in such timed relation to the cam I44, that the nose I8I is inoperative during operative positions of cam I 44, the high point of cam I43 coming into operative relation with its follower only during a predetermined extreme counter-clockwise rotation of shaft 85. a v

The operation of the switches and throttle control cams and levers, just described, will be more fully hereinafter explained.

Suitably secured within a portion of the transmission case I1 is a circuit-breaking or limitswitch structure, indicated generally at I84, the details of which are best illustrated in Figs. 5 and 7. The structure I84 includes an outer casing I85 having a longitudinal slot along its lower wall and enclosing the switch and switch mountings. Inside the case I85, and secured thereto is a switch carrier member I88, preferably formed of insulating material, and longitudinally slotted as at I81, to receive an extension I88 of the nonrotatable collar 31. A roller I88 carried by the extension I88 is arranged to operate in therecess or passageway formed between the side walls of the carrier I81, and to open one at a time, the several switches hereinafter described, the roller I89 among other elements, also serving to hold the collar 31 from rotating with shaft 28.

Mounted on one outer side of the switch carrier are switch contacts I18, I" andI12, connected, respectively, by conductors I34, I35 and I38 to the switch plungers I3I, I32 and I33. Mounted on switch contacts I18, I 1| and I12 are plunger buttons or projections I19, the plunger buttons projecting through and beyond suitable apertures in a side wall of the switch carrier I88 to cause an outward movement of the switch elements as the roller I 69 is moved longitudinally of the structure. Paired with switch contacts I10, "I and I12 are companion contacts I13, I14 and I15, respectively, which are connected by conductors I16, I11 and I18 to the coils of the magnets 65, 66 and 61, respectively, of the solenoid assembly 46. These paired contacts are normally held in circuit closed position, but depending on the longitudinal position of roller I69, which urges the plunger buttons I19 and thus the switch contacts I10, "I and I12 outwardly, the circuit including each magnet coil is at times broken, as will be more fully understood from later description.

Mounted on an opposite outer side of the carrier I66 are a plurality of switch contacts I80, I 8I, I82 and I83, these contacts being connected by conductors I08, I09, IIO and II to the switch elements I04, I05, I06 and H4, respectively, of the switch structure which energizes the wind- .ings of the solenoid assembly 45. Secured to each of the switch contacts I80, I8I, I82 and I83 is a plunger I84, these plungers extending through and beyond suitable apertures in a side wall of the switch carrier and into the path of the roller I69, to cause an outward'movement of the switch contacts as the roller I69 is moved longitudinally of the structure. Paired in the order named with the switch contacts I80, I8I, I82 and I83, are companion contacts I85, I86, I81 and I88, the latter being connected, as by conductors I89, I90, I9I and I92, respectively, to the coils of the magnets 50, 5I, 52 and 53, of the solenoid assembly 45. The several paired contacts are normally held in closed position by their own spring pressure, but when, by a predetermined movement of roller I69, one of the plungers I84 of the several switch contacts I80, I8I, I82 and I83 is moved outwardly, there results an open-circuit relation, the purpose of which will be hereinafter explained.

As a means for synchronizing the engine speed with the speed of the driven shaft, when the transmission elements are moved from second speed into high speed or direct drive, or when the parts are moved out of high speed into a free running position, there is provided a governor-operated throttle control. The governor throttle control mechanism, best illustrated in Figs. 2, 3, 5 and 6, is brought into and out of. operation by a lug I93 projecting from a side portion of the nonrotatable collar 31 to ride upon an upper face of a camming arm I94. The arm I94 is provided with cam portions I95 and I96 at its forward end, and is pivoted at its opposite end on a pin I91 carried by a'projecting portion I98 of an end wall of the transmission case I 1. A suitable torsion spring maintains the camming arm I94 in sliding relation with lug I93. Depending from the pivot end of arm I 94 is an extension I99, terminating in a ball portion 200, which rides in a companion socket of a rotatable clutch disc 20I, the outer periphery of the disc 20I being beveled or cone shaped to serve as a clutch face. The disc 20I is provided with an axial projection 202 journaled in a suitable recess in an end wall of the case I1, a spring 202A being provided therein to bias the disc 20I forwardly or out of engagement with companion disc elements 203 and 204. The cone disc 203 is secured to the driven shaft 29, and the disc 204 is iournaled on a shaft 205, suitably secured against rotation in an end wall of transmission case I1. Pivoted to one face of disc 204 are governor arms 206, the outer ends of the arms being provided with governor balls 201 and companion arms 208. The

arms 208 are pivotally secured to a peripherally grooved collar 209 journaled on the forward end of shaft 205. Located on shaft 205, and between the collar 209 and disc 204, is a compression spring 2I0 which tends to oppose the centrifugal action of balls 201, and to urge the collar 201 forwardly along shaft 205. Journaled in a side wall" of case I 1 is a shaft 2I I, the inner end of which carries a lever 2I2, the upper portion of the lever 2 I2 being provided with a ball end, adapted to ride in the groove of collar 209. The outer end of shaft 2II carries a lever 2I3 which is connected as by a rod 2I4 (Fig. 1) to an engine speed control de-' vice, which may consist of the usual throttle valve of an automotive carburetor.

It will be seen from the described arrangement that, as the lug I93 on collar 31 strikes either of the cam surfaces I95 or I96, the cam lever I94 will be urged downwardly to pivot about pin I91 and urge the disc 20I into engagement with companion discs 203 and 204. Since the disc 203 is driven by the driving shaft 29 of the transmission, there will result a proportionate or corresponding rate of rotation of disc 204. As the disc 204 is rotated, the governor balls will swing outward, away from shaft 205, drawing the collar 209 toward disc 204, thus causing an endwise movement of the throttle control rod 2| 4, through lever 2I3, shaft 2 and lever 2I2, in a direction to accelerate the engine to a speed proportionate to the speed of the driven shaft 29. When the disc 20I is disengaged from driving connection with discs 203 and 204, the spring -2I0 will urge the collar 209 forwardly along the shaft 205, thus decelerating the engine except as it may be otherwise controlled through the pedal or an auxiliary control.

The operation of the device is thought to be apparent from the foregoing description of parts, but may be briefly reviewed for sake of completeness as follows:

Assuming, for example, the control mechanism to be in a neutral position between low speed and reverse, and that it is desired to drive the associated vehicle in low speed, foot pedal 90 is pressed downwardly, the rack 88 then rotating gear 81 in a clockwise direction (Fig. 8), also rotating the switch members H1 and I31 and throttle control cams I43 and I44. The switch member H1 is rotated until pawl II8 strikes the button of switch plunger I00, pressing the plunger outwardly, closing the circuit through conductors III, II 0, switch contacts I82, I81, and conductor I9I, to energize the coil of magnet 52, thus drawing the-magnet core 58 to the left (Fig. 3) to a position within the magnet 52. Since the core 58 is connected to collar 31 through extension 59 and arm 60, there is a corresponding movement to the left (Fig. 2) of driving shaft 3I, bringing the head 38 into driving engagement with pawls 40 of gear 2I, and thereafter engaging the clutch through plungers I0 which are urged outwardly by one of the several cams 4I, as shown by Fig. 2. Driving now takes place through driving shaft 5, clutch plates 1, 8 and 9, hollow shaft I6, gears I9 and 24, shaft 23, gears 26 and 2|, thence through shaft 3|, and out through driven shaft 29. With this arrangement of transmission parts, there results a low speed rotation of driven shaft 29.

As the collar 31 is moved to the left (Fig; 2), as appears above, there is a corresponding movement of roller I 69 in the circuit-breaking structure I64. The parts are so arranged that as the driving head 38 has been brought into en gagement with gear 2|, and the clutch has been engaged, the roller I88 strikes the plunger I84 on switch element I82 and urgesthe plunger and corresponding spring switch arm outwardly, thus breaking the contact between switch. elements I82 and I81, thereby interrupting the circuit to the coil of magnet 52. This means for breaking the circuit. serves to limit the movement of the core at the end of this stage of its operation, and prevents any unnecessary load being drawn from the source of power, such as a battery, in case the transmission control parts are allowed to remain, either through inadvertence or necessity, in first speed. This relation of transmission parts and switch assemblies is shown, for sake of conformity throughout the drawings, it appearing that similar provisions serve to limit the current consumption by the coils corresponding to other control positions.

A further downward pressure on the foot pedal will cause the camming surface 51 of cam I44 to engage the cam follower I54 and urge the lever I48 outwardly, which, through the throttle rod I48, will gradually increase the engine speed until such a speed of the driven element has been reached as is most desirable in contemplation of the next higher gear ratio. A further downward movement of the foot pedal will cause the cam follower to ride over the high end of camming surface I51 and onto the low portion of camming surface I58, effecting a deceleration of the engine to a speed suitable for entering the next higher gear ratio. At the same time, the last mentioned movement of the foot pedal 80 will cause the pawl II8 on collar II1 to engage the button portion of switch plunger 98, closing the circuit-through conductors III, I08, switch contacts I8I, I88, and conductor I80 to energize the coil of magnet 5I.

The magnet core 58 is now drawn to the left, Fig. 3, out of magnet 52 and into a position within magnet 5I. The movement of core 58 and shaft 3I to the left (Fig; 2), first disengages the clutch, moves the driving head 38 out of engagement with the pawls in gear 2I and into engagement with pawls 40 of gear 20. This movement finally results in engaging the clutch to effect a drive through shaft 5, clutch plates 1, 8, 8, shaft I6, gears I8 and 24, shaft 23, gears 25 and 20, through driving head 38, shaft 3I, and out through shaft 28. With this arrangement of transmission parts, there results a second or intermediate speed of the driven shaft. The roller I88 is moved to the left by collar 31, through a distance proportionate to the distance between centers of the pawls of gears 2| and 20, the roller striking the plunger I84, on the switch contact I8I, and breaking the circuit between conductors I08 and I88. As the transmission parts are being moved as described, the throttle-controlling cam follower I48 rides off the high end of camming surface I51 and onto the low end ofcamming surface I58. The contour of surface I58 is such that upon further downward movement of pedal 80, the engine, and thus also the driven element are increased in speed. However, due to the radius of the lower end of camming surface I58, the engine is not brought back to idling speed when the follower rides off of surface I51, but is maintained at such a speed as best to relate it to the speed of the driven shaft, so that after the gear change has been effected and the clutch brought into engagement, there will not be any jar or shock such as might be experienced if the speeds of the engine and driven element were not appropriately related when the clutchis brought into engagement.

Under certain driving conditions, it may be desirable, when the vehicle is operating in any of the lower speed ratios, for example intermediate, to p'rovide for acceleration of the engine beyond a speed determined by cam surface I58 of cam I44. To care for any such requirement I have provided a master switch, which may be of any suitable form, and serves at the will of the operator to energize or deenergize the entire electromagnetic system. Such a switch is shown diagrammatically in Fig. 15 at 228. By deenergizing the magnet coil circuits through one of these switches, the operator may, having, set the transmission and clutch control elements say in second gear positions, open the switch, and proceed to accelerate by further depression of the pedal, utilizing the cam portion I58, and attaining if desired a full engine throttle. Such requirement may be encountered for example, in hard pulls in heavy soils, or be met in a need for augmented acceleration on grades, etc. Upon reclosing the switch and reenergizing the magnet coil circuits, further selection of clutch and transmission positions may be'eflected.

Upon further downward movement of foot pedal 80, the pawls II8 of collar II1 strike the plunger 88 urging it into switch closing position. The current now passes though conductors III, I08, contacts I80, I85, and conductor I88 to energize the coil of magnet 50. The magnet 58 attracts the armature or core 58 to its extreme position to the left, and the core correspondingly moves shaft 3| to the left, (Fig. 2), first disengaging the clutch and moving the driving head 88 out of engagement with the pawls of gear 28 and into engagement with pawls 80 of gear I8, and thence again engaging the clutch through plungers I0 and one of the cams 4I. Driving now takes place through shaft 5, clutch plates 1, 8, 9, hollow shaft I8, gear I8, driving head 38, shaft 3|, and out through shaft 28. This position of transmission parts corresponds to, and results in a high speed or direct drive relation between the engine and the driven shaft. As the collar 31 is moved to the left a distance to correspond to the distance between the centers of the pawls of gears 20 and I8, the roller I88 on collar 81 is brought into engagement with plunger I84 of switch contact I88, thus urging this contact outwardly and breaking the circuit between conductor I88 and I88.

As the transmission parts are being moved in the manner last described, the throttle-controlling cam follower I54 rides off of the high end of camming surface I58 and tends to drop onto the lower end of the camming surface I58. But at this time the movement of the collar 81 to the left (Fig. 3), causes the extension or arm I88 to strike the camming surface I85 of lever I84, urging the lever downwardly, thus to urge the clutch disc 20I to the right (Fig. 3), into engagement with companion discs 208 and 284. The disc 288 on the driven shaft 28 rotates the disc 284, through disc 20I, to cause rotation of the governor balls 201. The balls will swing outwardly away from the shaft 205, due to centrifugal force, and will draw the collar 288 along the shaft end to the right, Fig. 3. This movement of the collar 208 causes the throttle control rod 2I4, through lever 2I8, shaft 2 and lever 2I2, to operate the throttle in a direction to increase the speed 2,1es,oa1 of the engine. It will be seen that, since the engine speed is now related to the .speed of the driven shaft 29, the engagement of the clutch, after the driving head 38 has been movedto a direct drive position in gear I9, will cause no jerk or drag which would be experienced if the motor were at idling speed at thetlme of clutch engagement. However, about the same time that the longitudinal movement of shaft 3I brings about the engagement of the clutch, the extension or arm I93 of collar 31 rides into a low point on the end of the lever I94, thus allowing an upward movement of the lever to bring the disc 2M out of engagement with the discs 203 and 294. This disengagement of the discs makes the governor inoperative, allowing the speed of the motor to tend to drop to an idling-speed. It will be seen that the provision of the governor throttle control maintains an engine speed which is properly related to the speed of the driven shaft, as the transmission parts are moved between second speed position and high speed or direct drive. However, once the control parts are in direct drive position, the governor control is out of operation, allowing the engine speed, and thus'the car speed, to be fully controlled by the shaft 85 and camming surface I59, through the follower arm I54, lever I46 and throttle rod I49. It is contemplated that free-running operation of the vehicle will usually be effected by disposing the gear clutching head 38 in the neutral position adjacent the pawls of the direct drive gear I9, in which position the head 38 may be readily actuated into and out of conventional, direct-driving position. It will be seen that the described arrangement of parts I93 and I94, coacting to put the throttle under control of the governor when the control parts are between intermediate and high speed positions, yet taking the throttle out of governor control when in high speed position, serves to maintain the engine and driven shaft in proper speed relation whenever it is desired positively to connect them. There are thus avoided shocks and excessive torsional stresses upon resuming conventional drive following a period of free-running operation.

When it is desired to enter a free-running position, the pressure is removed from the pedal 90, allowing it to move upwardly. This upward movement of the pedal is caused by a torsion spring 2I5, secured at one end to theshaft 85 and at the opposite end in side plate 82. This spring having been loaded as the gear 81 was previously rotated in a clockwise direction, it will now tend to rotate the shaft, and thus the gear, in an anti-clockwise direction. It will be seen that as the pedal is at least partially relieved of pressure, the anti-clockwise rotation of gear 81 will tend to return the pedal to its normal position of rest, which corresponds to a setting of the control parts in a position such that head 38 is disposed in the neutral space between first speed and reverse gears, 2I and 22. However, there is provided a series of notches 2I6, 2H and 2I8 along one side of the pedal arm 89, which are adapted to be engaged by a spring pressed plunger 2I9 conveniently mounted in a recess in the floor board 80, because of which the pedal will only move upwardly until the notch 2I6 has been engaged by plunger 2I9. The notches 2I6, 2H and 2I8 are so constructed that as they are engaged by the plunger 2I9, when the pedal is pressed downwardly, there will be little or no resistance against the movement of the pedal, but as the pedal is moving upwardly, the plunger will hold the pedal against further movement until the heel portion of the pedal has been urged downward. As the pedal moves upwardly to a. point where the plunger 2I9 engages notch 2I6, the switch collar I31 is rotated in an anti-clockwise direction until the pawl I 39 strikes the switch plunger I to close the circuit through conductors I23, I34, switch contacts I10, I13, and conductor I16 to energize the coil of magnet 65. Magnetic core H is drawn to the right (Fig. 3), to a position within the magnet 65, thus drawing the shaft 3| through extension 13, arm 14, and collar 31. This movement to the right (Fig. 2) also serves to move one of the cams 4I out of clutch engaging position and to move the driving head 38 out of gear I9 into a free-running position between the pawls 40 of the gears I9 and 29. The movement of collar 31 to the right will cause the roller I69 to engage the plunger of the switch contact I1I, to urge the contact outwardly to a switch-open position, thus breaking the circuit to the coils of magnet 65. In like manner this same movement of collar 31 will cause the arm I93 to engage the cam portion I96 of lever I94, urging the lever downwardly to bring the governor-throttle control into operation to retain the engine at a speed proportioned to the speed of the driven shaft. The governor throttle control remains in operation until the driving head 38 is moved either to a direct drive position, or into a neutral zone between the pawls of gears 20 and 2|. It will be seen that the governor throttle control is in operation when the transmission parts are moved from second speed to high speed, and when the parts are in a new tral position between second speed and high speed, so that whenever the driving head38 is moved into the gear I9, the engine speed will always be properly related to the speed of the driven shaft so as to facilitate resumingdrive through the gears.

A slight downward pressure on the heel portion of the foot pedal 90 will disengage the plunger 2I9- from thenotch 2I6 of the pedal, allowing the shaft 85 to rotate in an anti-clockwise direction until the notch 2" of pedal 90 is-engaged by plunger 2I9. When the parts are in this position, the pawl I39 of collar I31 will strike switchv plunger I26 urging the plunger outwardly to a switch closing position, to. close the circuit through conductors I23, I35, switch contacts "I,

I14, and conductor I11, thus energizing the coil of the magnet 66. The magnet core 1| will be drawn to the right (Fig. 3), to draw the driving head into a neutral position between the pawls of gears 29 and 2I. The collar 31 will obviously also be moved to the right to cause the roller I69 to engage the plunger I19 of switch contact HI and this contact will be urged outwardly to open the circuit to the coil of magnet 66.

If a downward pressure is again applied to the heel portion of the pedal 90, the plunger 2I9 will be disengaged from notch 2I1 of the pedal, and the gear 81 and shaft 85 will rotate in an anticlockwise direction under influence of the spring until the notch 2 I8 of the pedal is engaged by the plunger 2I9, thus stopping the rotation of the shaft 85. Near the end of this movement, the pawl I39 of collar I31 will strike plunger I21, to urge the plunger outwardly to a switch closing position, thus closing the circuit through conductors I23, I36, switch contacts I12, I15, and conductor I18, to energize the coil of magnet 61. The magnet core 1I will now be drawn to the right to a centered position within magnet 61,

drawing with the core, the shaft 3| to move the driving head 38 into a neutral position between the pawls 48 of the gears 2I and 22. The roller I58 will then impinge the plunger I19 of switch contact I12 to urge this contact to a position to open the circuit to the coil of the magnet 51.

It will be noted that as the shaft 3I is moved to the right through its several forward-speed positions, there will be no actuation of i the clutch since the hinge portions II of clutch operating plungers I will swing to the right to allow the cams H to pass; it being also observed that there will be no throttle movement due to actuation of cam I44, since the follower arm I54 will swing away in a direction to clear the camming surfaces I51 and I58.

If it now be desired to drive the shaft 28 in a reverse direction, pressure is applied to the heel of the pedal 90 to disengage the plunger 2I3 from notch 2I8 and thus to rotate the gear 81 and shaft 85 in an anti-clockwise direction, the pawl I I8 of collar I I1 is brought to a position to bridge the contacts H3 and H4, (Fig. 11), thereby closing the circuit through conductors III, H5, switch contacts I83, I88, and conductor I32 to the coil of magnet 53. The magnet core 58 is drawn to the right (Fig. 3), within the magnet 53. This movement of core 58 causes the shaft 3| to move to the right (Fig. 2), bringing driving head 38 into engagement with the pawls of gear 22, and the large end cam 4I into clutch engaging relation to plungers l2. Driving now takes place through drive shaft 5, clutch plates 1, 8 and 3, hollow shaft I5, gears I8 and 24, shaft 23, gears 21, 28 and 22, driving head 38, shaft 3i, and out through driven shaft 29, the provision of the gear 28 causing the shaft 29 to be driven in a reverse direction of rotation. As the collar 31 is moved to the right, the roller I63 engages the plunger I84 of switch contact I83 to urge the contact outwardly to a position to open the circuit to the coil of magnet 53. A further rotation of shaft 85 in the same direction will bring the camming surface II into engagement with the follower portion I50 of throttle control lever I45, to force the lever outwardly to increase the speed of the engine and hence that of the driven element.

My preference in respect to the return spring 2I5 on shaft 85, is so to form and anchor the spring that it is stressed upon movement of shaft 85 in either direction about its axis, from the normal position of rest in which the control parts are in a neutral zone between low speed forward and reverse gears. Thus it is seen that with the controls in reverse, if the pedal 93 be permitted to resume its normal position of rest, due to the spring, it will rotate shaft 85 in a clockwise direction to close the switch contact plungers I21 and I33, closing the circuit to the coil of the magnet 53, to bring the driving head 38 into a neutral position between the pawls of gears 2I and '22.

While the foregoing description has covered in detail certain presently preferred embodiments of the invention, it is to be understood that the device may be varied substantially as to the parts shown, their arrangement and combinations, as well as in the intended use of the device, without departing from the full scope and spirit of the invention, as defined by the appended claims.

I claim: I p

1. In an electromagnetically actuated clutch assembly, a reciprocally movable control element adapted to provide a plurality of clutch-engaging positions, with intervening clutch-disengaging positions, through its range of movement in one direction, an electromagnet operatively connected to said element, means for selectively controlling the energization of said electromagnet to effect placement of said control element in its different positions, and means operable responsively to movement of said element into certain of said predetermined positions, for terminating energization of said electromagnet.

2. In an electromagnetically actuated clutch assembly for power shafts, a reciprocally movable element arranged for control actuation in a direction parallel to the power shafts to effect engagement and disengagement of the clutch, and a pair of electromagnets disposed on opposite sides of the clutch axis and on opposite sides of said element, said electromagnets being operatively connected to said element for effecting the control movements thereof.

3. In an electromagnetically actuated clutch assembly, an element movable in the direction of clutch axis, for effecting clutch engagement and disengagement, a pair of electromagnets disposed on opposite sides of the clutch axis, means for controlling energization of the electromagnets and means operable responsively to movement of said element, for deenergizing said electromagnets.

4. In an electromagnetically actuated clutch assembly, a clutch control member movable in a direction axially of the clutch, and progressively into a plurality of both clutch-engaging and disengaging positions, an electromagnet operatively connected to said member, and arranged to actuate it into its several said positions, and a limit switch assembly arranged for terminating energization of said electromagnet, and actuated responsively to movement of the clutch control member into certain of said predetermined positions.

5. In an electromagnetically actuated clutch assembly, an element arranged for movement into a plurality of control positions to effect clutch engagement and disengagement, an electromagnetic device operatively associated with the control element, switching and circuit means adapted to permit energization of selected portions of said device for actuating said element into its several control positions, and switching means operable responsively to the said element for limiting its range of movement with respect to its several control positions.

6. In an electromagnetically controlled clutch assembly, a clutch including. a control member, a plurality of electromagnets including armature means actuable thereby, and a lost-motion connection between said armature means and said control member.

7. In a clutch and transmission assembly, electromagnetic means for eflectlng clutch engagement and disengagement, said means including an element arranged for reciprocal movement axially of the clutch, an electromagnet having a core arranged for reciprocal movement in the same directions as said axially movable element, and means, including a lost-motion linkage, arranged for operatively connecting said core and said element.

8. In an electromagnetic control device for effecting engagement and disengagement of a clutch, a plurality of windings, an armature structure, a connection from the armature structure to the clutch to be controlled, the windings being arranged in adjacence and forming a continuous armature passage, and a switching device so arranged in circuit with the windings as to permit selective energizatlon of different portions of the windings.

9. In an electromagnetically actuated clutch assembly, an element movable to eiiect engagement and disengagement of the clutch, an electromagnetic device including a plurality 0! windlugs and an armature common to said windings, a control connection between the armature and said element, a switching device controlling the windings of said electromagnetic device, and a switching device including a plurality of switches, each in circuit with one of said windings and operable responsively to movement of said element, for determining its control movement.

10. In an.electromagnetically actuated clutch assembly, an element'shiftable along the axis of the clutch to eilect clutchengagement and disengagement, an electromagnetic device including a movable core and a plurality 0! individual windings, means translating movement of the core to effect movements of said element, means for energizing the diflerent windings of the electromagnetic device. and a plurality of limit switches operable in response to predetermined placements of said clutch control element, each limit switch arranged for terminating energization of one of the windings of the electromagnetic device.

11. In an electromagnetically actuated clutch assembly, an element movable reciprocally along the driving axis of the clutch for eflecting clutch engagement and disengagement, a pair of electromagnets disposed on opposite sides of the clutch axis and on opposite sides of said element, the electromagnets being operatively' connected to the control element, and means for concurrently energizing said electromagnets to efiect clutch control movements.

12. In an. electromagnetically actuated clutch assembly, an element arranged for movement into a plurality of control positions to effect clutch engagement and disengagement, an electromagnetic device adapted for the operation of said control element, means connecting the electromagnetic device with the control element in a manner to enable movement of the electromagnetic device in advance of the resulting movement of the element, switching and circuit means adapted to permit energization of selected portions of said device for actuating said element into its several control positions, and switching means operable responsively to movements "of said element, for-limiting its range of movement with respect to its several control positions.

13. In an electromagnetically controlled clutch assembly, a clutch including a control member, a plurality of electromagnets including armature means actuable thereby, and-a spring connection between said armature means and said control member.

EUGENE S. BUSIL. 

